I found something rather interesting during my visit to Caltrans on Friday. Apparently, a bikeway was constructed along a portion of current Kearny Villa Road back in 1979, when it was still I-15. The path still exists today, just closed and covered in weeds. It ran from just north of Harris Plant Road (then the 15/163 Separation) along Altair Ave, then crossed under Kearny Villa Rd at San Clemente Canyon. On the east side, it ran next to the freeway until what is called Ammo Road. The path followed that road to Miramar Way, where it followed along the shoulder of the freeway until Carroll Canyon Road, which was also under construction. While not a complete bypass, it was still built. How long it was open, who could use it, and why it closed I do not know. I haven't gotten that far yet in the research. I'll post some information on my website with maps and such soon.

As an aside, it also showed the freeway was eight lanes there, eventually narrowing to six lanes near Miramar Way. They were 11' lanes with a 2' shoulder.

EDITED: Added more to the description. Path went from Harris Plant Road to Carroll Canyon Road.

The Rose Canyon Bike Path will be temporarily closed starting 7 p.m. on October 18 and will reopen at 6 a.m. on October 19, while San Diego Gas & Electric completes a hydrotest of a relocated natural gas pipeline in the area. The entire path will be closed and flaggers will not allow bicycles to enter; please avoid this area as pipeline testing is in progress.

Here is some detail about the new Balboa Station and surrounding infrastructure projects that are in development, including an informative video focusing on non-auto improvement.

I note from the presentation that only the station itself and a very small fraction of the infrastructure improvements the video is envisioning are funded at this point - so until then, I am cynical enough (from having watched San Diego politics for a quarter century or so) that the unfunded remaining infrastructure improvements may or may not happen - at the very least not in the shape and form presented in the video.

Metro is promoting the extension of the Green Line to LAX with a video featuring Angelenos pining for an easier way to get to the airport. The final environmental impact report for the Airport Metro Connector 96th Transit Station will be released Wednesday, Nov. 2, 2016, for public review.

I think everyone in San Diego would love to see both SANDAG and the SAN Airport embrace this idea. What's the hold up? (A tangle of groups like the Port of SD, City of SD, SAN Airport, SANDAG, State of CA, FAA, etc. etc. can't work it out. The public suffers but the "planners" and "public officials" get their retirement packages. Ha! ;-))

Much of the new trolley extension along Genesee Ave will be be elevated. A similar elevated trolley line along Harbor Drive into the airport that loops around, coming back to the Harbor Island frontage / Cruise Ship terminals and back to downtown would solve traffic, parking, air quality and quality of life issues for both tourists, employers and local residents alike.

It's very difficult to retrofit these old bridges. There is no excuse to not incorporate proper facilities into new construction. The new bridges at Genesee and I-5 should have protected, Class-IV, bike facilities for these very busy roads. The concrete barrier should have been between the bike lane and traffic lanes. From the information provided by Caltrans, it looks as if we are out of luck. Sheesh….

Voigt Drive and Campus Point Drive will be modified to accommodate the increased traffic that will result from implementation of the future Voigt Direct Access Ramp (DAR) to the I-5 freeway. The Voigt Drive Bridge will be replaced with a wider bridge that includes sidewalks and bike lanes. Voigt Drive will be widened from two to four lanes.

The DARs would be accessed through campus from the reconfigured Voigt Drive Bridge. This project could result in increased vehicular traffic, including non-campus trips, on Voigt Drive and Gilman Drive in particular.

The lane configuration of the bridge deck and the roadway would consist of 42 feet curb to curb to provide two 11-foot wide travel lanes, a ten-foot wide left turn pocket and two five-foot wide bike lanes.

Five foot wide bike lanes with no physical barrier or even painted buffer. That's just a four inch stripe of paint between a bicyclist and moving vehicles. (Which will include shuttle buses, large delivery trucks, and smaller utility service trucks, not to mention autos and pickups driving on narrow, 11 foot lanes with a 10 foot center turn lane ~ suicide lane.) It's funny that they can design and produce a beautiful looking structure but the functionality of the road deck is so limited. $17 Million for what exactly? A pretty structure or a functional, utilitarian road deck for all users?

These bridges will be in place for generations. Now, when they are first built, is the time to incorporate best practices and forward thinking. We will not get a second chance to do it correctly.

OKB, thanks for posting this info. I'll have to study the plans. The current Voigt bridge is great for bikes--no bike lanes, but calm traffic, only one lane in each direction, plenty of space. I never have a problem with it.

The West Mission Bay Drive bridge over the San Diego River will soon be rebuilt (2017-2019). I've been advocating for robust bike facilities via the City's Bicycle Advisory Committee (BAC) since 2014. No real feed back from that group, but I have found some additional information online.

I might ask for more in the way of the Class-I bike facilities provided in the drawing. It's shared with pedestrians and I would rather see the bikes & pedestrians separated by a step as on the Sunset Cliffs Bridge. (One man's opinion.) I'm happy to see a "K-rail" type solid barrier between the Class-I and vehicles. (concrete barrier type 723 separator that is 1'-5" wide) As in the image above of the Sunset Cliffs Bridge, I'd like to see a guard rail on the "K-rail" so as to prevent a bike or pedestrian from somehow falling over the low barrier into the traffic lane.

Also I'd like to take at least four feet of the eight foot shoulder and add to the Class-I bike lane.

There is something to be desired of both approaches to the bridge as far as bike lanes and sidewalks, never mind crosswalks, signals and free right turn lanes. I'm also concerned for the bike paths under the bridge (OB Bike Path and Old Sea World Drive). There is a lot to be examined and discussed.

Anyway…I post here to share the resources and invite any comments and critique so we can use the collective consciousness of the bike community to address as much of the needed facilities as we can. Once it's built, forever hold your peace.

Thanks for your advocacy work OKB! I had no idea that bridge was slated for replacement--could be a mess while that's going on. Yes, the real problem there is the approaches, unless you're coming and going via the bike paths. Really, after having driven through that area countless times, I have to wonder--wouldn't it be great to just level the entire roadway around SeaWorld and start over? Would we really design a multiple clover-leaf system with the two bridges, the 8 lane segment between the river and vacation island with all of the hideous merges...and I'm talking about driving through there, not riding a bike. Fortunately, once you've figured it out, you can avoid most of the crap while riding a bike, but I do remember the first time I rode through there, not knowing any better, on the road with the cars...

sd_mike:Any other locations that need additional striping/signage that I can help with?

Well, since you asked....it couldn't hurt to have another voice demanding return of the bike lane that was illegally removed when iFLY and Starbucks were built on Camino del Rio N. The Streets Division told me they would have it striped again when they resurface the road there. It seems like total BS to me that they eliminated an existing bike lane to create a handful of parking spaces on Camino Del Rio there. Now cyclists have to share the right lane for a couple hundred yards with traffic in a 45mph zone.

Thanks for working on Aldine/Fairmount. I ride through there all the time. I feel like they could use some of the extensive center median there to widen the Southbound lanes and create and exit only lane for a few hundred yards prior to the Aldine ramp. This would get the exiting traffic off Fairmount's through lanes. Perhaps it could include dots or whatever to slow those cars down. As it is now, there is no exit lane, so cars going 55mph just swing onto that ramp. It's actually safer for me I feel when the traffic is backed up because then at least the cars slow up, even though the crowd to the right and take up shoulder space trying to allow room for through traffic.

I'll see what I can do about Camino Del Rio and the bike lane. Another voice is helpful. As to Aldine/Fairmount, I look forward to seeing what the City has planned when they resurface next year. I'll try to get copies of the plans, if possible. We still have time to alter those plans, or at least try to.

The bicycle lane is part of the Coastal Rail Trail, a bike route that was originally planned in the mid-1990s to run from Oceanside to the Santa Fe Depot in Downtown San Diego. Proposed is a bicycle lane that will run along Gilman Drive from La Jolla Village Drive to SR 52. The proposed bike lane is a “Class IV,” which means it’s physically separated from traffic by more than a white stripe.

The stretch of Gilman Drive that will accommodate the project currently includes two lanes each way. City engineers propose to reduce one lane northbound for most of the segment and reduce one lane southbound in the stretch south of Via Alicante. Then, the two-way Class IV bike lane will be located on the east side of the road with a three-foot separation from traffic.

But Boyden persisted, “It’s going to make it worse if there’s only one lane, because there are people who want to get on the highway, and there are people who want to go straight through. I think it’s a problem and you should reconsider.” MAP

Bicyclist will want to be able to safely "go straight through" that section to access the Rose Canyon Bike Path. The intersection at La Jolla Colony Drive combined with the ramps to/from I-5 North is another part of the puzzle that needs safety enhancements for bicyclist. As of now, it can get very sketchy through that whole area. It needs much better design!

City staff also received criticism about an extra single bike lane currently in the design phase that would run southbound alongside traffic. “I will never ride downhill on the east side of the road because I have to stop at all those stop lights. Given the choice, every single cyclist is going to stay on the west side because of those intersections,” said trustee Brian Will.

Nutter reassured LJCPA board members that the project is in the early design stages and many changes — including those suggested during public presentations — will be added to it.

Even if you can do 35mph downhill here, cars are coming up from behind at a large speed differential, already in "freeway mode", and the cyclist has to negotiate across two turn lanes. And when the traffic does get backed up into the two lanes on the ramp, motorists headed for the carpool lane sometimes (illegally) take the straight lane, only to turn right onto the on-ramp at the last moment. So that is three lanes a cyclist has to negotiate, the third of which has 1) high speeds and 2) poor sight lines.

sd_mike:Why would ANYONE be riding "downhill" on the east side of the road? ... How is that an argument in the first place?

When I read this, I was thinking "this surely must be a journalist mistake - why on earth would someone salmon downhill here?!" I've never seen anyone do it, either. And yes, why is this even an argument for anything?

...the two-way Class IV bike lane will be located on the east side of the road with a three-foot separation from traffic.

The bike lane would be a two-way cycle track, so all bicycle traffic would be on the east side of Gilman, separated from traffic. This might also bypass having to navigate traffic turning onto the I-5 south depending on how it's designed.

As for not stopping while going downhill on the west side of Gilman, I thought you were still supposed to stop at those T intersections on a red light, though many don't.I think that's the person's argument. Currently they go down the west side of Gilman without stopping at red lights (at via alicante and villa la jolla) since they're only 3-way intersections. If there was a two-way cycle track on the west side of Gilman, it would most likely mean having to stop at these intersections if the light is red.

I'd been out of action for a week and a half, so was pleasantly surprised to see yesterday that the new bike path up the I-5 from Sorrento Valley to Genesee was open all the way. Turning left on Genesee is still a bit of a pain, but one step at a time!

I dropped down into Old Town via Presidio Dr for the first time in almost a year this afternoon and had a really nice surprise; the city had finally leveled off the root bumps and repaved much of the descent down the hill from Serra Museum so it's nice and smooth now. Yey!

Smorg:I dropped down into Old Town via Presidio Dr for the first time in almost a year this afternoon and had a really nice surprise; the city had finally leveled off the root bumps and repaved much of the descent down the hill from Serra Museum so it's nice and smooth now. Yey!

That's great news! I'm slowly recovering fitness after two surgeries and the concomitant weight gain. I look forward to seeing all the improvements I've missed over the last few months. Hope to be commuting again soon.

Hope your recovery goes well and that you'll be out and about on the bike again (and playing bike-o-rama, too)! :o) I was pretty stoked about the now bumps-free Presidio Dr descent. I'm afraid Juan St is still under construction (though they've completed the uphill lane, I think. Now the downhill one is all closed off from Harney upward). And it looks like the city had also filled in a few prominent pot holes and smoothened the tarmac by the railroad tracks on westbound Taylor thru Old Town area. I was all prepared to bunny hop over the long standing pothole in the right lane right at the Congress Ave traffic light when I rode thru, but it wasn't there!

Conceptually, this is what the monument sign will look like in the roundabout at Jimmy Durante Boulevard and San Dieguito Drive. The landscaping will be completely different than what is depicted here. Courtesy image

DEL MAR — The city’s first roundabout — on Jimmy Durante Boulevard at San Dieguito Drive (MAP) — will include the official entry-point stone monument featuring the logo of a Torrey pine branch above the city name.

This story is about the sign that will be placed in the roundabout. It caught my eye because I saw a lack of bike lanes in the depiction. Maybe just taking the lane is good enough here. I would hope that due consideration toward "state of the art" road design would include consideration for the many bicyclist that will use this facility getting from the coast over to Lake Hodges.

It wouldn't need to be as large as that shown below, but certainly proper consideration for bicyclist in the design would go a long way toward developing skills and protocols for implementing roundabouts in the future.

Deemed deficient but safe, the 85-year-old bridge that spans the San Dieguito River at dog beach will be replaced, but work probably won’t begin for about three years and is expected to take two years to complete.

The project will be completed one lane at a time to avoid a complete shutdown of the roadway.

Thiele said public outreach will be conducted so residents can provide input on the design. He said he expects the new bridge to be similar to the existing structure but with a slimmer profile when looking at it while standing on the beach.

Traffic and bike lanes should remain about the same width.

The total project cost is estimated to be $22 million. Federal funding will provide about $19.5 million. The rest will be paid with local matching funds.

This very busy coastal bike route would do well to have protected bike lanes and grade separated walkways for pedestrians (as on the Sunset Cliffs Bridge below). This bridge will be a major investment and expected to last a long time. It must be designed for the very large growth in population and use we all know is coming. The time to get it right starts now.

On Monday, the Del Mar City Council awarded a $1.2 million contract to Kleinfelder Inc. to begin engineering and environmental studies for the new bridge, which will span San Dieguito River, where the highway is known as Camino del Mar.

The city plans to pay for the project with $19.5 million in federal funding and $2.5 million that will come from local matching funds.

Oceanside plans to replace an even older bridge, the Coast Highway span at the San Luis Rey River, which was built in 1929. Design selection there is underway, and construction could begin in 2018.

There is already lots of complaining going on about the bungled design for the roundabout on Jimmy Durante in Del Mar. Apparently they made it so narrow that trucks can't really get through and then there is the whole bike lane to nowhere thing...

The restored wetland will also offer benefits for human visitors, said Fuller. Interpretive signs and a bench are in the works, and the project includes construction of a section of the Coast to Crest Trail, which will eventually link Vulcan Mountain near Julian to the beach at Del Mar.

I wonder if bikes will be allowed to use the Coast to Crest Trail, and if so, will there be any facilities for bikes located at this site.

San Diego City Council approved a site development permit for the widening of El Camino Real and the replacement of the existing aging, narrow bridge across the San Dieguito River at its Feb. 14 meeting.

With the project, the road will be raised and moved to the east, widened to four lanes between San Dieguito Road and Via de la Valle. The current bridge, which has been deemed seismically deficient, will be demolished and replaced with a wider, 76-foot-wide bridge, more friendly for the cyclists that frequent the thoroughfare.

The road will be 60 feet from curb to curb, with a total width of 104 feet, which includes a 22-foot parkway, bike lanes and sidewalks. The existing El Camino Real will stay as an access road to the existing businesses. For the new bridge, the San Dieguito River Park Joint Powers Authority is seeking grant funding to build a cantilever on the west side to allow for safe horse crossings. An undercrossing will connect the Coast to Crest Trail where it runs through the valley.

The widening of Via de la Valle from two to four lanes is expected to begin construction in summer 2018. The project will result in a four-lane Via de la Valle from San Andres to El Camino Real to help serve a regional need.

Greenhalgh said they will now begin the preliminary design stage with the plan to get construction documents permitted by spring 2018 and, after a public bid process, begin construction in summer 2018.

This morning, Mid-Coast Transit Constructors had a table at the end of Santa Fe for Bike to Work day. In addition to a free (albeit, kind of terrible) bell, I got the chance to ask a bit about the direction of work on the Rose Canyon path. It sounds like the beginning of the path is going to stay mostly the same, but it will curve down again eventually (as it did when they first changed the path) and then follow mostly the original route. The most important thing though: They are going to move the path at that one low curve where it always floods. The plan is to push it westward toward the 5 a little bit and straighten/level it. If that plan holds, it may mean the end of the stupid flooding part of the path! *fingers crossed*

The City Council approved money for long-awaited upgrades to the Friars Road/state Route 163 interchange, and a council committee approved a separate plan to widen westbound Interstate 8 by one lane between Taylor Street and Interstate 5.

The upgrades to Friars and 163, projected to cost $41.2 million, are scheduled to begin this fall and take two years to complete.

The state Department of Transportation, or Caltrans, will oversee both projects. The city is paying the entire cost of the first project and Caltrans is paying the entire cost of the second.

The first project will include new freeway ramps, additional turning lanes and modern stoplight timing systems.

In addition to road construction, the project will include bicycle lanes and new sidewalks.

But removing that land from the park won't impact the ball fields or nearby bike lanes, said Caltrans spokesman Steven Shultz. The bike lanes could be affected during construction, but Shultz said access for cyclists will be maintained throughout.

There is much more information in this informative article.

I hope the San Diego Bicycle Advisory Committee give the plans a thorough vetting. The Friars Road/163 intersection has long been a difficult area for bicyclist and pedestrians alike. With the rapidly coming boom in population and housing density, these difficult issues need to be addressed up front, not later as an after thought.

Relief is on the way for Pacific Beach residents on Foothill Boulevard, who just found out funding for design and construction of a long-sought-after roundabout at the dangerous Foothill/Loring intersection has been approved in the city's 2017-18 budget.

The good news came recently during the City Council Budget Review Committee, as the Transportation and Storm Water Department announced funding has been approved for construction of roundabouts in the budget at Loring and Foothill Boulevard, along with three others on Crown Point Drive.

"We have funding for design of all four of the traffic circles, including three planned for Crown Point Drive and the one on Foothill/Loring," said Linda Marabian, the city's deputy director of transportation engineering. “We're committed to finishing (all of) it. So, in the coming years, we will be allocating funds for these projects."

“I have lived on this street for 30 years,” said Rosan. “Many of my neighbors who wanted to see something such as this happen nearly 30 years ago (not an exaggeration), have passed away. It is my prayer that, when this is built, it works in a way to reasonably reduce speed and allows vehicles, bicycles and pedestrians the ability to finally cross at this intersection without feeling like an untimely death is just around the corner.”

Rosan noted the new roundabout's design “Will incorporate a method to take the run-off which pools at the base of Foothill and Loring (or turns into a river during big rains) occurs. Now if we can just get more cops to enforce our speed laws … who knows … it could happen.”

I hope these go in sooner, rather than later, and that the design and function will be a good demonstration of their utility.

The speed limit on Foothill has gone back and forth between 25 and 30 mph. I think it was raised at one point as part of the 85% rule. I might have seen one person stopped by police on Foothill in the 15 years I've been passing through that area. There is no police presence.

I read with interest the June 30 story on the “walk audit” of El Camino Real between Encinitas and Leucadia boulevards. It would be wonderful if a walker-friendly design made it safer and more pleasant for those on foot — and maybe it will encourage people to get out of their cars…"

Contrast this with the steady stream of bicyclists and walkers who negotiate Vulcan Avenue between La Costa and Leucadia boulevards. According to city-data.com figures, approximately 2,300 people live within 2 blocks of this strip, about half of them families with children. They share a narrow, shoulder-less road with a steady stream of cars and trucks that must swerve into oncoming traffic to pass. In my experience, most motorists are courteous and do their best to give pedestrians some space, but during busy morning and afternoon hours it is an unsafe and unpleasant situation for all.

I am coming to appreciate the view of utilizing Vulcan Avenue and San Elijo Avenue as an urban route for bicyclist and pedestrians. My only experience riding in Encinitas was along the 101. For local commuters and utilitarian riders, Vulcan Avenue may be a superior route.

Google Street View just north of Leucadia Blvd:This view shows the less than adequate, narrow sidewalks along the east side of Vulcan Ave, just north of Leucadia Blvd. In many places there is no sidewalk at all. Many driveways at steep angles and intruding, overgrown vegetation make these sidewalks difficult for older or disabled walkers. Families with strollers and children may have trouble navigating here as well. Kids on skateboards are forced to ride in the street. (Follow the "street view" up and down Vulcan from La Costa to San Elijo Blvd to see just how inadequate the pedestrian, bike and transit facilities are.)

On the west side of Vulcan Ave are the train tracks and soon to be "double tracking" project by SANDAG et al. There seems to be a lot of real estate to create a very robust sidewalk and bike path along this area. It would serve the locals who currently have nothing here, and may serve to bring bicyclist over from the Coast HWY-101. As with many projects that run along tracks, highways or rivers, there is minimal driveway or side-road traffic, thus reducing vehicle conflicts and increasing safety. A "linear park" could be made along this section, providing a bit of urban greenery and a pleasant respite for locals. It would go a long way toward providing some sort of infrastructure for pedestrians and bicyclist where not much exists currently.

I would suggest the whole length of Vulcan Avenue, from La Costa to Encinitas Blvd and beyond to San Elijo Avenue, could be improved with a robust design and build out of pedestrian and bike facilities along the new double tracked rail corridor improvements. Transit stops could be greatly improved and utility boxes could be repositioned or circumnavigated. Storm drains and gutters could be greatly improved and a nice "green belt" or urban park could be implemented. Roundabouts and other traffic calming strategies could be utilized to prevent or minimize the cut-through traffic from the 101.

(cont.)Maybe I'm very late to the game. SANDAG and the City of Encinitas may have all this well in hand and underway. I hope these improvements could be built sooner, rather than later. The growth of urban density is coming fast with our current low interest rates financing private and public developments. The public infrastructure needs to stay well ahead of population, housing and the associated traffic growth. Once the currency begins to buckle under the debt loads, interest rates shoot up and inflation rears it's ugly head, it will be too expensive. The train will have left the station!

South Vulcan Avenue near Swami's. No sidewalks or any type of infrastructure for either pedestrians, bicyclist or transit riders who need to access bus stops.

Tidelands Ave in National City has been re-striped for bike lanes, mostly Class II/III mix (2' buffer or less). This is the signed route for the Bayshore Bikeway. Some green paint has been placed down as well.

There's still work to be done regarding putting in bike detector loops, signage, and the bike lane markings itself. I noticed that the northbound transition from the Class II/III facility to the Class I portion built out isn't complete and looks rather awkward; I would want to see how this is used in practice.

Some of the rail crossings are also at a shallow angle if you stay in the bike lane.

Initial plans presented more than a year ago eliminated a free-right-turn lane from westbound Carmel Valley Road onto northbound Camino del Mar and one northbound lane on Camino del Mar in an effort to slow traffic and make the area safer for pedestrians and bicyclists.

According to the approved plans, those elements will remain as is, a decision residents seem to appreciate.

The bike lanes through the intersection of Carmel Valley Road and Camino del Mar will be painted green for added visibility and delineation, similar to what was done on Camino del Mar and Jimmy Durante Boulevard north of downtown.

A multi-use path varying between 8 and 10 feet wide will be built on the west side of Camino del Mar from Fourth Street to Carmel Valley Road.

All roads in the project area will be resurfaced and restriped to accommodate vehicles and buffered bike lanes.

Since no lanes will be eliminated, but the goal to slow traffic remains, Councilman Dave Druker recommended narrowing the lanes on Camino del Mar.

Some council members aren’t completely satisfied with the improvements.

“Maybe we see how it goes and if we’re not happy with the results we can keep this on the list as something to look at in the near future,” she added. “A roundabout at that intersection, I think, would address both bike safety and car safety.

The $15.5 million State Route 76 Valley Center Road Intersection Improvement Project will replace the existing three-leg intersection with a modern roundabout and realign the curves just east of the intersection. The new alignment will increase sight distance for vehicles approaching from the west. Other features include sidewalks, a new bus pull-out and landscaping.

I don't see much in the way of bike infrastructure. Back country bicyclist who ride this route to get to or from Nate Harrison Grade or east to Hellhole Canyon or Lake Henshaw will certainly have to pass through here. Local casino traffic will be an issue as it is in other east county locales.MAP: Rincon and Pauma Valley (close to Nate Harrison Grade)Intersection image

The roundabout will replace the existing three-leg intersection with a roundabout and realign the curves east of the intersection. The alignment will increase sight distance for vehicles approaching from the west. Other features include sidewalks, a new bus pull-out and landscaping. The roundabout will have four entrances, the one to the north to allow access to a business.

Is there any good way to get to the the new bikeway from the Qualcomm Stadium bike path? It would be a nice easier way up to the mesa, but if I need to head over to Mission City Parkway like it looks I might as well continue to Texas if I'm going west anyway...

Petteri:Is there any good way to get to the the new bikeway from the Qualcomm Stadium bike path? It would be a nice easier way up to the mesa, but if I need to head over to Mission City Parkway like it looks I might as well continue to Texas if I'm going west anyway...

Doesn't look like it; it's either (Mission City or Fairmount) to Camino del Rio N to Ward. I really hope the city does something about this in the future but I'm not optimistic.

The construction of another portion of the regional Bayshore Bikeway, a 24-mile scenic bike path designed for bicycle transportation and recreation around the bay, is scheduled to start in National City in the next few months.

Construction of National City segments between Harbor Drive at 32nd Street and the National City Marina, is being completed in phases.

The first phase in the City of San Diego, along Harbor Drive between 32nd Street and Vesta Street, was completed in 2015. (MAP) (32nd Street) (Vesta Street)

Construction between Vesta Street and Civic Center Drive at Tidelands Avenue is expected to open by the end of October. (south of Vesta Street)

I'm not sure if the issues presented in this article were ever resolved. How did the Bike the Bay route deal with the Bayshore Bikeway through this area?

They haven't (yet). It's handled on Tidelands Ave by lots of paint at the moment (Class II/III), except for a small Class I section around the bend to the Class I segment on Harbor Drive.

From the Transnet web site, apparently the port is talking about significantly reconfiguring traffic flow so they'll work out the final path once that's done. No need to spend a ton of a money on a Class I section if it's going to be torn up soon.

allanorn:Tidelands Ave in National City has been re-striped for bike lanes, mostly Class II/III mix (2' buffer or less). This is the signed route for the Bayshore Bikeway. Some green paint has been placed down as well.

There's still work to be done regarding putting in bike detector loops, signage, and the bike lane markings itself. I noticed that the northbound transition from the Class II/III facility to the Class I portion built out isn't complete and looks rather awkward; I would want to see how this is used in practice.

Some of the rail crossings are also at a shallow angle if you stay in the bike lane.

Thanks for the link to the SANDAG info sheet.

I just re-read your post from August 18, 2017, above. That should have answered my questions. It would be great to see some images from that area; Google street view isn't up to date yet. Tracks, trains, trucks and sketchy roadways certainly make for a challenging environment for bicyclists. I hope a clever, functional solution is worked out, rather than a 'work around' that is more like a 'long-way around' detour.